Railway-truck construction



May 13 1924. 1,493,959

G. s. CHILES RAILWAY TRUCK CONSTRUCTION Filed May 17. 1921 4Sheets-Sheet I wrga 5 Glades, r 9 J9 1.9 26 (DU/7% 55" \F M May 13 1924.

G- CHlL-ES RAILWAY TRUCK CONSTRUCTION Filed May 17'. 192] 4 Sheets-Sheet2 120mm George 5 5/2/1165,

May 13 1924. 1,493,959

. G. S. CHILES RAILWAY TRUCK C ONSTRUCTI ON 4 Sheets-Sheet 5 Filed May17. 1923 9 5 9 3 9 1 S E m H C S G A 2 9 1 3 a l Y m RAILWAY TRUCKCONSTHUCTI ON Filed May 17. 1921 4 Sheets-Sheet 4 llllll [Ink PatentedMay 13, 1924.

UNITED STATES GEORGE SCOTT CHILES,

' or CHICAGO, ILLINOIS.

RAILWAY-TRUCK CONSTRUCTION.

Application filedlfiay 17, 1921. Serial No. 470,465.

T all whom it may concern:

Be it known that I, Gnome Sco'r'r CHILns.

a citizen of the United States, resident of Chicago, county of Cook, andState of 6 Illinois, have invented a new and useful Improvement inRailway-Truck Constructions, of which the following is a specification.

My invention relates to railway car truck frames and the detailsinvolved in the form of the frames, springs and bolsters and has for itsobject, first the formation of the metal in the side frame whereby thegreatest economy of metal is made possible with 15 the lowest averagemaximum fibre stresses, measured in terms of the total weight of thestructure, and second to a convenient form of the shape-of the partsfor. assambly and repair, together with the forms that are cheaplyconstructed. v

The general features of my invention permit a somewhatvariable degree asrelates to the details of the shapes of some of the parts and I haveshown several difi'erent forms of the details, all of which fall withinthe general features and general obj-ect'of the invention.

The invention is set forth in the cla-in'is.

Reference will be had to the accompanying drawings in which Figure 1 isa side sectional elevation of a truck side frame eml'iodyingmyinvention, the. wheels and axles of the truck being indicated only indotted lines.

Figure 2 is a sectional view on line 22 of Figure 1. Figure 3 is a plansection on line 33 of Figure 1. Figure 4 -is an 'cleva tional detail ofan end of the bolster shown in Figures 1, 2 and 3. Figure 5 is a sec- 4tional elevation of the spring cap block shown in Figures 1 to 5inclusive. Figure 6 is the preferred form as relates to the detailsinvolved that differentiate it from the other figures and showssubstantially the same end elevation as that. involved in Figure 1, inso far as any different features is a plan section of are involved.Figure l the parts shown in Figure 6 and Figure 8 is a sectionalelevation on line 88 of Figure 6. Figure 9 is another modified form ofthe details of the s ring, bolster and side frame connections anFigurelO is a plan section of the parts shown-in Figure 9. Figure 11 isa vertical section elevation on line 11-11 of Figure 9. Figure 12 isanother modified form of the details of the bolster, spring and sideframe details and Figure 13 is a plan sectional view of the parts shownin Figure 12 on line 13-13 of Figure 12. Figure 11 is an end elevationof the side frame. bolster and spring details, modified from-the formshown in the other views.

Figure 15 is a front elevation, 16 is a plan section and 17 is avertical section of a modified form of seating the springs in the sideframe. However, the method of seating these springs as shown in theprevious figures is preferred. to the, method indicated by Figures 15.16 and 17. Figure 18 is a detail of; a filler block used for adjustingthe heights of the springs. Figure 19 is a diagrannnatical form of thestrain lines at.- tendant with the; ordinary methods employed in theforms of side frames for trucks 7 heretofore generally used. Figure 20is a diagrammatical view of the strain lines involved in the use of myside frame as shown by this invention. Figure 91"shows old side framewith my strain line marked thereon.

In the'drawing 1 indicates the wheels in dotted lines. of theordinary'car truck and 2 indicates the axle positions. 3 indicates thedirect vertical pressure lines of the car truck hearings on the axle. 4,as a'gcneral expression, indicates the side frame regardless of thedetails involved in the several detail figures.

I prefer to make my side-frames out of cast steel or other suitablemetal, but forged or fabricated side frames may be substituted instead,in so far as they conform to the specific useful and novel features ofmy invention.

5 indicates the body of the bolster inside and beyond the limits of thevariation in the details of the bolster in connection to the side frameand the springs, and this part of the bolster may be of any suitableform or construction, adapted to be used with the details which relatesentirely to the ends of the bolster as shown in this invention.

Heretofore, it has been the common practice with a truck constructionsomewhat analogous to this, to employ what is known as a spring plank ora connection across from the side frame to side frame in the lowerregion and upon this plank the springs have been mounted, but with myconstruction I may or may not use this spring plank,

suiting the preference of the \ser of I the trucks. But I show a springplank in some of the forms and this is indicated by 6 in Figures 9 and11. V In the preferred form as indicated by Figures 6, 7 and 8 thebolster 5 is provided with T shaped ends indicated by 7 which areprovided with the inside flanges 8 and the outward projecting flanges 9and to these latter flanges there are riveted, by the rivets 13, smallangle blocks 10 which perform the same function as the flanges 8. Inthis form the side frame is provided withstraight columns 11 which guidethe bolster in place through the medium of the bearing surfaces 12 onthe T ends of the bolsters. These columns are embraced by the flanges 8and angle blocks 10 againstlateral dis lacement of the bolster.

he truck is assembled when the flanges 10 are absent and the rivets 13are put in after the bolster is in place and on taking the assembly ofthe truck down the rivets 13 are cutout and on reassembly the rivets arereplaced. g

The lower girder or tension member of the side frame is indicated by 14and is here shown curved in a peculiar way as indicated by 15 as will bedescribed more particularly in relation to the diagrammatic viewsshowing the strain lines.- This tension girder 14 of the side frame isprovided with some offset spring seats as indicated by 16 and are castintegral as the web member of the tension member and on the innersurfaces of these spring seats there are little projections indicated by17 which center and locate the springs in their proper places.

The springs are indicated by 18 and are seated in the T: end 7 of thebolster by correspondin projections to those of 17, but here indicatecby 19. These projections are cast .in the body of the metal and involveno expense beyond the weight of the material required in theirconstruction.

The structure shown in Figures 9, 10 and 11 differs from that shown inFigures 6 to 8 inclusive, only in the detail arrangement of the columnsof the side frame and the flanges on the T head of the bolster ends. InFigures 9 to 11 inclusive the columns are provided with clearance spacesor offsets on openings and by this means the truck is assemble in theway that is commonly well known.

The T ends of the bolster in the form shown by Figures 9 and 11 differonly in that there is an integral flange 21 on the front end of thebolster which takes the place of the angle flange 10 shown as riveted onin Figure 7.

The spring plank 6 is shown in Figures 9 to 11 as being connected simplyby means of the projections 17 for the two middle springs only.

The form shown by Figures 12 and 13 differs from that shown by Figures 9and 11 inclusive by having the bolster opening at the top of the columns11 instead of the lower region of the columns and this opening inFigures 12 and 13 is indicated by 22 in Figure 12, and further insteadof having V the T ends integral with the bolster body I make the end orspring cap block a separate piece 23, which has the corresponding flanes 8 and 21 which embrace the column gui es in the same manner as in thepreviously described figures as relates to these parts.

The bolster ends used with these blocks 23. is indicated by Figure 4 andis provided with some flanges or shoulders 24 which lock down over thesides of the block ..3 as indicated by the dotted lines in Figure 13 andthus the bolster is secured to this block 23 amounting in the result tosubstantially form the T head of the bolster ends as indicated by Figure6 and Figure 9.

In assembling and taking down the truck frame of the form shown byFigures 12 and 13 the bolster itself is first lifted up. freeing theflanges 24 from the embrace of the block 23 and then the side frames arewithdrawn laterally and then the blocks 23 may be lifted into thebolster opening 22 andremoved as desired.

The form shown in Figure 14 differs from that shown in Figures 12 and 13in that the bolster opening is at the lower ends of the columns andinstead of the flanges 8 and 21 on the block 26 over the springs, Iprovide some flanges 25 cast integral with the side frame itself andthese flanges serve to take the end thrust of the block which rides onthe springs, which block in Figure 14 is intion with the other holdingthe springs dicated by 1 to 3 inclusive is of the same form as is showninFigures 12 to 14 inclusive, but in Figures 1 to 3 inclusive the blockwhich rides on the springs is shown by Fi we 5 and is indicated by 27and this bloc differs but slightly from the blocks 23 and 26. However,the guideways for taking the end thrusts of the bolster as transmittedthrough the block 27 are cast integral on to the side frame as isindicated by the flanges 28 and this feature as relates to taking theend thrusts is substantially the same as that indicated by figure 25 inFigure 14, so far as the end thrusts alone, are concerned.

However, it is desirable when convenient, to have the bearing surfacesof the guideways for the bolster in the side frame to come up as high asis permissible in connecfeatures of the structure so that these bearingsurfaces may come directly in line or on the same level with the centerplate? of the bolster which is indicated by 29 in Figure 1. Thus thearrangement of the lateral guide ways as indicated by the structuresshown by Figures 6, 9 and 14 come nearly to the desired position asrelates to the center bearing of the truck.

In the truck various holes are shown as core vents which are involvedonly in the matter of casting the parts to an economical advantage andsome of them may act as water drains as well as is indicated by the hole30 in Figure 5. In Figures 15, 16 and 17 I have shown a modifiedconstruction for 18 in place and I do this by projections 31 (see Figure16). located on the outer margins of the springs and these take theplace of the projections 17 and 19 as previously described in the otherfigures.

Some small plates 32 shown in Figures 15') to 18 inclusive. serve asshims for adjusting the tension of the springs as may be desired and forthe purpose of adjusting center line of the couplers of the car to litthe standard specification for such heights. These plates 32 may beemployed in the other structures where they are not shown in thedrawing.

The location' of my springs 18 as I have shown them are in tandem linelengthwise of the side frame and furnish a wide face of support forholding the bolster in direct upright position with more security thanhas been obtained by nesting the generally accidental displacements thethereto and by reason of the springs in rectangular form as heretoforehas been the general practice.

Heavy shocks such as running over crossings, bad rail joints, theapplication of the brakes and sometimes by reason of the wheels beingengaged by bumping blocks, in}

duce severe rocking motion transmitted to the bolster by the thrust orimpact of the car, which frequently breaks the king and unseats thecenter plate of the bolsterv from the car body bolster, but with myconstruction those strains are more easily sustained with less tilt ormovement of the bolster than has heretofore been obtained by the oldstyle construction of rectangular nested springs.

By reason of the T ends of my bolster or what amounts to the same thing,the cross blocks to which the bolster is connected to the ends,furnishes a stronger connection to resist lateral twisting side framemovements that serve to hold the side frames in relative position toeach other through the medium of the bolster itself in so much betterform that the spring plank is less needed with my structure that withthe structures formerly generally used. a I

There is often encountered in the railway service trucks which have beenpushed as it were, diamond shaped, from some accidental cause whichordinarily is termed truck bound as relates to the wheels which causethe wheels to bind heavily on the flanges on the rails or actuallyproduce derailinents from such diamond deformation of the truck forms.My structure is less liable to such than the form of truck generallyused.

A great advantage in is obtained by cal use of the metal in taking thestrains as is shown by the diagrammatical view of my design as comparedwith the diagrammatical view Figures 19 and 21 of the old designsgenerally used. It is a feature of mechanics and strength of materialwhich is almost axiomatic, namely. that in a piece of metal that is tobear strains, that the metal be so shaped and proportioned that the mostmembers that are strained shall have as much as possible uniformstresses per square inch. so that ho one truck construction 'part may beso much stronger than the immediate one adjacent to v itthat the weakersection will be caused to stretch more than the larger section, fort-henfracture is induced at this zone, which is forced to bear a greaterinitial per squareinch load than its neighbor.

The idea I wish to convey may be well understood when I say that inbreaking a bar of steel it is easily done by simply making a littlecrack or crease or fracture as desired. and then applying sudden shockextra stretch my invention in the economi- 1 liii) that is involved onthose local fibres of the narrowed section the bar is readily crackedoil. Thus the design of the tension member of my frame shown in the.diagran'nnatical view Figure 20, the strain lines 33 having the springapplication points 34 are so located that the metal throughout thetension zone is as nearly uniformly strained so that there is little orno local over stress in any one point and I obtain this by reason of thecurved line 33 as described, which answers to the natural strain linedescribed by a flexible cord loaded the same-as the frame is loaded bythe application of the load points 34 which correspond to the points atwhich the load is applied. through the medium of the spring locations asI have shown.

The form of my side frame amounts to the suspension bridge system ofloading and the same as an inverted arch, the difference being chieflythat in the bridge construction the weight of the bridge itself is theprincipal load, whereas, in a side frame the side frame weight is animn'iaterial matter. llowever, in the bridge forms the service loadmoves, but. the load is substantially static in so far as its locationon the truck frame members is concerned.

An examination of Figure 19 will show that the strain line 35 ascommonly attendant with the generally used old form of the side frameinvolves a compound system of strain features notv only involved in thesuspension idea but also direct beam and ten sion features 36, whichcannot well be alined up to arrive at the uniform unit stresses on themetal that I arrive at by the strain line form which I use as shown byFigure 20, which is really a natural suspension method and by this meansI am able to use less metal and have a general lower average of unitstresses on the metal than has heretofore been arrived at, which is agreat desideratum.

My strain line transferred to the old frame is indicated by 37 on Figure21 and passes outside of the normal sections of the metal which showsthe ambiguity of strains in the various parts of the old forms.

By making my side frame an integral casting I am permitted as it were,to use some parts of the metal to a double purpose and make a totallighter weight construction having the corresponding relative strength,than is possible with a built up structure. For illustration, seeFigures 8-91214 15, wherein the web'of the channel section tensionmember forms not only thesea-ts for the springs but also acts as theactual web of the channel itself and thus these parts support the loadcarried by the springs and at the same time are in tension with.

the load sustaining catenary curve tension.

but they also contribute in sustaining the tension feature not only theimmediate scction where the apertures take place, but substantiallyresults in making useless the entire length of the member for thatamount of metal represented by the aperture. lVith my spring seatsintegral as described and a part of the tension member seated downbetween the flanges of the tension member provide through the medium ofthe side flanges of the tension member, side walls or holding flanges ofthe springs withoutthe en'iployment of additional metal. whichadditional metal would not be used in tension were it in a built upstructure. However, as

have shown it the side flanges of the tension member form thisadditionalside guard feature. to hold the springs in place without. any additionalexpense of metal not used in tension.

lVhat I claim is:-

1. In a structure of the class described. a side. frame constructionhaving the tension member on substantially a suspension line curve and'ith seats for the springs located along the said tension line, saidseats for the springs being formed integrally of the web of a tensionmember forming part of the said web.

2. In a'structure of the class described, the tension member of the sideframe arranged substantially in a suspension line curve and with thesprings located tandem along at. several steps on this suspension linetension member, the said steps forming seats for the said springs andmade integral with the tension member and forming a partof the websection of the tension member.

3. In a structure of the class described, the side frame having a strutmember at the top and a tension member on the lower region and thelatter member substantially in the form of a suspension line curve andwith the springs located tandem along the said suspension line curve; incombination with a bolster having ends wider than the main body of thebolster and adapted to ride on the said tandem arrangement of the sprins.

4. In a structure of the class described, a side frame having thecompression member and the tension member cast together in a unitcasting and the tension member substantially in the form of a suspensionline curve and with seats for the springs arri nged tandem along thesaid tension line upon the said tenuse.

sion member, the said seats for the said springs being a part of the webstructure of I the tension member.

5. In a structure of the class described, a side frame composed of anintegral casting having a compression member and a tension member andthe latter in substantially a suspension line curve and provided withseats for springs arranged on the tension member in tandem alinementalongthe member; in combination with a bolster having bearing blocks atthe ends of the bolster ada ted to cover and bear upon the said tandbmalined springs.

6. In a structure of the class described, a side frame cast as a unitpiece having a compression member and a tension member and the saidtension member arranged on a suspension line curve and provided withseats for springs arranged in tandem alinement along the length of thetension member; in combination with a bolster having integrallyconnected T ends adapted toride upon the tandem arranged springs. andflanged guideways arranged between the side frame and the bolster tohold the bolster in transverse position from side frame to side frame.

7. In a device of the class described, a side frame having a suspensionalined curved tension member and spring seats alined tandem along thesaid member, a spring plank connecting the two side frames togethertransversely and located in the central region of the tension member: incom- I bination with a bolster provided with end members adapted to rideon the tandem ar ranged springs on the. said tenslon members,

and the said spring seats forming a part of the tension member and theweb structure thereof.

8. In a structure of the class described. a side frame having a tensionmember in the form of a suspension alined curve, and provided with seatsfor springs on the tension member located in tandem arrangement alongthe said member; in combination with a bolster provided with crossmembers at the ends adapted to ride on the tandem arranged springs.

9. In a structure of the class described, a side frame having seats forsprings located in a tandem line across and within the bolster opening.and said opening being wider than normally required for the width of thebolster itself; in combination with a bolster having widened end blocksadapted to seat upon the tandem arranged springs.

10. In a structure of the class described, side frames provided withseats on the tension member for a series of coiled springs located intandem arrangement along the tension member and between the columns,with blocks riding on the said springs and adapted to support a bolsteron the said blocks, and means for registering blocks and ranged springseats adapted to support the bolster on springs located in the saidseats and a bolster mounted across from side frame to side 't'ran'ie andprovided with hearing seats adapted to ride on the said tandem arrangedsprings and said bolster and side frame provided with verticallyarranged guideways adapted to hold the bolster in position in the sideframe and riveted on flanges on the bolster for holding the bolster inposition in the side frame after the parts are assembled. 12. In astructure of the class described, side frames having bolster openingsmaterially wider than the bolster itself and provided with verticalguideways in the sides of the bolster openings, and having a suspensionalined curved tension member with the springs arranged thereon in tandemalinement between the columns; in combination with a bolster connectedto cross blocks on the ends and said cross blocks mounted in theguidewavs of the side frames and adapted to furnisha support for holdingthe side frames in parallel relation to each other.

13. In a car truck. side frames formed of integral castings and providedwith bolster openings materially Wider than the width of the bolster andwith vertically arranged gnideways on the sides of the bolster openingsadapted to coact with bearing parts connected to the bolster for holdingthe two side frames in parallel relationship with each other, a seriesof tandem arranged springs mounted across and within the bolster openingand adapted to carry the load upon the tension member of the side frame;

in combination with a bolster extending across from side frame tosideframe and having spring bearing seats across the ends of the bolsterand with registering surfaces on the ends of the spring bearing seatmembers adapted to register in the vertical guideways of the bolsteropening.

14. In a structure of the class described, a side frame provided withseats for a series of coiled springs located in tandem arrangement alongthe length of the side frame: in eon'ibination with a bolster extendingfrom side frame to side frame and riding upon tandem arranged springs,with a series of adjusting washers seated under the individual springsin a manner that the adjustment and tension of the springs may be madeby the addition or removal of the said washers for the purpose ofsustaining the bolster in level arrangement and also for adjusting theheight of the support of the car body for registration of the draw barsin proper standard height from the rail.

15. In a structure of the class described, seats for the springs locatedacross antl :1 side. frame construction having a tension within theholster opening. member on substantially a suspension zilined Signed atChicago, in the county of Cook curve'und with seutst'or the springslocated and State of Illinois. this 10 day of May. along the suidtension line nndthe said ten- 1921.

sion ineniher having :1 Web section and side t t H t flanges. and saidseats for the springs located (xhom'h $001 1 on the web member of thesaid tension meni- \Vitnesses:

her and suid flanges extending upward from B. J. BERNHARD,

10 the said seats for the springs and the said F. M. ZOBEL.

